Brake valve



Feb. 2, 1932. p KASTEN 1,843,425

BRAKE VALVE Filed Sept. l2, 1929 3 Sheets-Sheet 1 Figi.

Feb. 2, 1932. P. KARSTEN 1,843,425

BRAKE VALVE Filed Sept. 12, 1929 3 Sheets-Sheet 5 -Inn/ENTER:

PETER KARSTEN Patented Feb.l 2, 1932 UNITED STATES PATENT oI-1=l"-cr.r

PETER KAB-STEN, OF DUSSELDORF,

WAAREN- vIEEBLDA, GERMANY, A. CORPORATION F MERDA, GERMANY Application :Bled September 12,

By means of the known braking devices for the wheeled carriages of aeroplanes either both wheels of one shaft may be braked equally powerful or each of the two wheels 3 may be subjected to a different braking action to be able in this manner to steer the aeroplane. Such braking devices, using compressed air or compressed oil, as a rule comprise a brake, a braking cylinder and a brake 1o pressure regulating valve for each wheel. Each of these brake pressure controlling or regulating valves is adjustedby a particular q absolutely independent brake lever, so that the brake of each wheel is actuated perfectly independent of the brake of the other wheel.

Constructionsare also known in which a single brake lever acts upon both brake valves and simultaneously opens or closes both brake valves when shifted in the longizc tudinal direction of the aeroplane, whereas the one brake valve is closed and the 'other opened and vice versa, when said brake lever is shifted across the longitudinal axis of the aeroplane.

With brake devices of this kind it is very diiicult to exert an equally high brake pressure upon both wheels of one shaft, necessary to obtain running out of the aeroplane in a. straight line, so that usually the aeroplane will run out in a'serpentine line. l

This disadvantage is removed by the brake valve arrangement according to the present invention which serves the purpose to supply the brake cylinders of the one or'the other.

brake cylinder with the compressed air, necessary for eecting the braking, in such a manner, that the required braking conditions are assured and that, during a simultaneous brak ing of both wheels, the same braking action is exerted upon both wheels. The arrangement according to the invention simultaneously serves to always accommodate, the eliective brake pressure to requirements.

The change of the height of'pressure in L5 the brake cylinders is obtained by the Inove-- ment of one of the two brake levers corresponding to the two wheels in such a manner, that, during a simultaneous braking of both wheels in which Vcase both levers must be so shifted, the lever shifted urthest'determines GERMANY, AssIGNoE. lro RHEIN-:scali METALL- UND mscnINENFABmx somMEEnn AKTIENGESELLSCHAFT, or som:-

GEB'MANY, AND FRITZ FAUDI, OF SOM-- BRAKE VALVE 1929, Serial No.' $432,049, and in Germany October 10, 1928. l y

Wheel alone for which purpose the brake lever belonging to this wheel is shifted, while the other lever remains in the position of rest so that no braking effect is exerted upon the other wheel. v

For actuating the whole braking device a 6u single pressure controlling valve only is reuired. Compressed,v air the pressure of which is adjusted by the control valve is sup-.i plied to each wheel brake-by means ofzan inlet and an exhaust valve. The valve ar- '65. rangement according to the invention therefore comprises a pressure regulating valve,

two inlet valves, two exhaust valves and two brake levers which preferably are combined in and at a casing and iniiuence each other in the manner indicated above.

In the accompanying drawings one construction of the valve arrangement according to the invention 'is shown by way of example.

Figure 1 is a side elevation of the brake valve arrangement according to the invention; Figure 2 shows a front elevation of the device illustratedin Figure 1; Figure 3 is a section on lineA-A of Figure 2; Figure 4 80 is a section on line B--B of Figure 2; and Figs. 5 and 6 as: fragmen ary end and side elevations respectively of an aeroplane equipped with the novel features.

All the valves of the brake device are enclosed in a casing 1. In Figure 4, 2 is the pressure Iregulating valve common to* the brake cylinders of both wheels, 2a is the corresponding control spring and 2b designates the relief piston formed as a diaphragm. As 9o will be seen from Figure 3, the two inlet valves are designated 3a and 3b, whereas the two exhaust valves carry the references 4a and 4b. The two brake levers are designated 5a and 5b.

The compressed air pipe 30 coming from a brake air container 29, shown in Figs. 5 and 6 of the drawings, communicates with a connection 6 (Figures 2 and 4) whereas, as shown in Figures 2 and 3, the two pipes 25, 100

leading to the brake cylinders 27, 27b are 'in communication with the connections 7a and76. The two holes 8a and 86 which ma be closed bythe exhaust valves 4a and 46 ead to the atmosphere.

To effect the brakln the two brake levers 5a and .V56 are moved y the pedals 31a and 31"' and links 32a and 32b in the direction of the arrow shown in Figure l. The rods 9, 10a and 106 are thereby pushed into the casing, as will be seen from the drawings. By the inward movement 'of the rods 10al and 106 first of all the exhaust valves 4a and 46 are closed under the action of the springs 11a and 116. y j

If after the closure of the valves 4a and 46 the rods 10a and 106 are still further pushed into the casing, the end surfaces of the guiding members 12a and 126 press against the pins 13a and 136 which are moved in the longitudinal direction and cause opening of the inlet .valves 3a, 36 the springs of which are compressed. l

AAs both brake levers 5a and 56 bear against the rod 9, this latter is moved into the casin 1 together with the rods 10a and 106. The

v movement of the rod 9 with its spring plate under light tension,

9a causes at first, that the spring 2a, inserted; is further tensioned., After the brake levers have been shifted so far from their position of rest, that the exhaust valves are closed and the inlet valves, are opened, the tension ofthe spring 2a andl the hereby effected bending of the diaphragm is so eat, that the diaphragm abuts against the p ate 2c connected to the pressure regulat- ,in valve 2 which then is opened.

he high pressure air4 stored in the comv pressed a1r container 29 now flows by way of the ducts 30, 14, 15, the valve 2, the ducts 16,17, 18, 19a, 196 the valves 3a, 36 and the ducts 20a, 206, 21a, 216,25, 25", into the brake cylinders.

The rise of pressure is, by way of the duct 16, also propagated to'the space 22 one side of which is closed by the diaphra m 26.- The pressure prevailing in the bra e cylinder therefore acts upon the diaphragm 26 which is moved backwardly against the action of the regulating spring 2a, so that the valve spring 24 Iwhich constantly presses `the pressure plate 2c of the valve 2 against the diaphragm 26 may automatically close the regu- Y atingl valve 2 as soon as a sure 1s reached. A ,l V /The more'the spring 2a is compressed by one or both brake levers 5a, 56 and the more pressed against the diaphragm 2c, the higher will be the pressure of the brake air under which the valve 2 automatically closes.

The head 23 of the rod 9 is, as will be seen from Figures 1 and 2, provided with two slots in each of which one of the two brake certainbrake preslevers 5a and 56 is arranged. If one of the4 two brake levers is'shifted further than the g in combination a brake cylinder other, the position of the rod 9 and therefore the brake pressure will be determined by the position of the rod which has been shifted further.

If now the brake lever 5a or the brake lever 56 only is shifted, the brake air iiows to that brake cylinder only which communicates with the connection 21a or with the connection 216, so that in this case one of the two wheels only will be braked.

On release of the brake, the air escapes by way of the valves 4a and 46 and by way of the exhaust openings 8a and 86.

Of course, the invention is not limited to the use in combination with the wheeled under-carriage of aeroplanes, but may be ernployed in other cases in` which the same conditions are to be fulfilled for the steering and braking of the wheels arranged upon one shaft.

What I claim is:

1. In a brake valve arrangement of compressed air brakes for wheels, particularly for the wheels of aeroplane-under-carriages, for each wheel of one shaft of said under-carriage, inlet and exhaust valves arranged in co-operating groups for each of said brake cylinders, a lever for each group of said valves and a control valve common to both said brake cylinders and capable of being actuated by either of said levers, said control valve regulating the brake pressure acting in each of said brake cylinders and each of said levers being capable of independently adjusting the position of said valves for the supply of compressed air to the said brake cylinders.

2. In a brake valve arrangement of compressed air brakes for wheels, particularly for the f wheels Aof aeroplane-undercarriages, in combination a brake cylinder for each wheel of one shaft of said under-carriage, inlet and exhaust valves arranged in (z-operating groups for each of said brake cylinders, a lever for each group of said valves, a control valve common to both said brake cylinders, said levers being connected to a rod of said regulating valve by slot connections in such a manner, that said regulating valve may be operated by both brake levers simultaneously andfby either of the two levers which has been moved furthest.

` 3. In a brake valve arrangement of compressed air brakes for wheels, particularly for the wheels of aeroplane-under-carriages, in combination a brake cylinder for each wheel of one shaft of said aeroplanecarriage, a spring actuated inlet valve for each of said brake cylinders, a spring actuated exhaust valve for each of said brake cylinders, means for connecting said inlet valve to said e'xhaust valve of each of said brake cylinders, a lever actuating the valves of one brake cylinder, another lever independently operating said valves/of said other brake cylinder,

lcontrol valve is displaced, Whereas durin Lamas a control valve common to both said brasa cylinders, a spring for restoring said contr nl valve to its normal position, said levers being connected to a rod of said regulating valve by slot connections, in such a manner, that during the movement of said levers for effecting a braking action said inlet and exhaust valves are first shifted and then said a return movement of said levers the sa control valve is returned by said spring to its normal position first, whereupon vsaid inlet valves and sald exhaust valves'also are sub- `se uently returned to theiry exit position.

n testimony whereof I have aixed my signature. t

l PETER KARSTEN. 

